Originally Posted by SB (Post 4282097)

Don't use a Dominator size (1050 cfm) or larger throttle body. LOL. :D

Originally Posted by abones (Post 4282105)

How in the heck did I ever get by for years with custom built 1071s on my NA 502s? Might have to do with volumetric efficiency, and boost venture sizing.

Originally Posted by Black Baja (Post 4281342)

Wow you and a few others sound extremely carb savy. Can you please explain why you would use a carb that is entirely too big for the motor in a heavy boat?

Originally Posted by Black Baja (Post 4280908)

4150 upto 850hp no problem. If it's under 800hp I wouldn't even bother with a Dominator run a 4150. I sold an OSO friend my old Baker Outlaw Carb (4150) for his 540. Dyno'd @ 750hp 6300rpm. sister engine with a Dominator made the same power. some of the World of Outlaw guys are making 900 on a finely tuned 4150.

I would call Steve @Baker Outlaw Fuel Systems. and tell him what you have as far as carbs now. He has a CNC and does work to the main bodies.

Originally Posted by SB (Post 4282120)

I'm not the nay sayer. I added a lol and a smile. Unless you are joking with me. Just checking.

Originally Posted by MILD THUNDER (Post 4282121)

His main bodies do look very nice. 1500 bucks per carb for a 4150, thats about 700-800 dollars more per carb than quick fuel or holley. Twin engine, twin carb blower deal, thats $6,000 vs $3,000. For not much more money you can just go to EFI

OUTLAW Carburetor

This is the lightest 4150 on the market weighs in under 8lbs!!! (should help Tim's mistress go faster)

If your looking for Performance and consistency this is the carb for you

Features of Ultra Lite

Custom Pro Billet Main Body

Billet base plate with stainless steel throttle plates and teflon coated shafts (You get this with a quick fuel)

Zinc metering plates with Screw-in emulsion bleeds for every circuit (FULLY ADJUSTABLE) (Quick fuel has billet metering plates, also with screw in emulisions)

Screw in fully adjustable air bleeds (relocate out of air flow) (Nice feature. How much more flow?)

Down Leg Boosters (available on quick fuels and holleys)

Lightweight Bowls with sight glasses (so do quick fuels)

screw In jet extensions (6 dollars from summit)

This Carb is truly custom built to your engine specs, NOT like others out there using Holley parts and re-badging it theirs

Your Carb will be built to your Engine Specs MUST CALL BAKER OUTLAW FUEL SYSTEMS with engine spec

Available in 600cfm through 1100cfm in 4150 series carb

Naturally aspirated engine, SuperCharged, Turbo, Blow-Thru and NOS engines

Stop wasting your money on a Customized HOLLEY it still on a HOLLEY with another name

This has been successful engine builder BEST KEPT SECRET now it can be yours!!!

http://www.ebay.com/itm/Baker-Ultra-...item5890353e5a

Originally Posted by MILD THUNDER (Post 4281852)

Generalizing, that a "dominator", has poor throttle response due to the venturi size, rich running, pigs, no low end, etc, is talk from 20 years ago. You absolutely cannot compare an old 9375 Holley Dominator, 8896, etc, to a modern dominator from quick fuel, holley, or some custom carb guys. Alot of technology has been put into them, from idle circuitry, booster design, low, mid, high speed fuel metering, and so forth.

Take one of those old ''race'' dominators, and you'll find huge power valve channel restrictors. Dominators back then, usually around .097 there. Where say a typical 750/800 carb, may be in the .040 range. So when that power valve opened on the dominator, you got a chit ton of gas. Where a normal carb, you may have got 6 jet sizes of fuel added during enrichment, you got twice that with a dominator.

The idle feed restrictors were also huge in those carbs. Spec'd for big giant race only cams that had very low idle vacuum. So, you put them on a mild cammed engine, and they were dead fat at idle, and generally sucked.

The old booster styles flowed lots of air, but didnt do much for atomizing fuel at low airspeed (low RPM). On those old dominators, they did leave alot to be desired for low speed response.

So, to sum it up, yes, those carbs left alot to be desired from a driveability standpoint. Luckily for us, its not 1990 anymore. Those giant power valve restrictions, can now be changed with a screwdriver. Those huge idle feed restrictions, also can be changed with a screw driver. We have several booster options, to suit the application, whether its a street driven mild cruiser, or an all out race engine. You can absolutely make a "dominator" user friendly, and no longer have to trade off top end power, for driveability. Whether or not Full Force would benefit from a dominator on his build, I'd leave up to the dyno or his engine builder. As far as him bolting the RIGHT dominator on, and not having a gas guzzling, plug fouling, inefficient, turd of carb, is a reality.

I can tell you, a buddy of mine built some 540's. He tried 4150's on the dyno, and the engines simply liked the 4500's. These were 700HP 540's. They went into a 30FT Vee, with #4 drives. These engines ran fantastic, throttle response was fantastic, and accelerating from 3000 to wot, would knock your dik back. The boat would shoot from 50mph to 90mph ridiculously fast.

Heres a good read on boosters and what they do, and what they affect.

http://www.hotrod.com/how-to/engine/...boosters-tech/

Originally Posted by dunnitagain (Post 4282141)

Who said any thing about 1990 technology? The Holley has been in production for damn near 70 years and they havent changed much since there turn out. There is a guy named Bobby W at Holley he deals with the carb venders ,and dealers . Call him he will tell you, Aint Much Changed. I guess your the only one on this site that knows what a PVCR is or a ICR . You have to go to a Hot Rod magazine to give us a primer on Booster Design ?Come on man , while your doing, what your doing , some of us Actually run a Dyno for a living , and Tune Carbs for a living. We know what changes a PVCR makes , we know the difference between a Down Leg and Annular Booster . We know how to sleeve a Booster Leg to pick up signal ,or go from a .550 to a .600 Annular Ring to change the fuel curve . How about Emulsion well air bleeds ? You didn't mention them. I guess that's alittle farther in a 1990's carb than the truck driver is willing to work his magic on. So instead of beating your chest telling everyone on OSO what an Awesome carb guy you are , and making feeble, hot rod magazine, knowledge inspired retorts . Some of us are trying to give the OP some advice or a direction to go .